Body-bolster for railway-cars



UNITED STATES PATENT OFFICE.

GEORGE H. GILMAN, OF

ST. PAUL, MINNESOTAQASS IGNOR'OF ONE-HALF TO HENRY M. ROBERTSON, OF ST. PAUL,'1VIINNESOTA. l

BODY-BOLSTER FOR RAILWAY-CARS.

Specification of LettersPatent. 3 Patented Aug. 12, 1919;

Application fileiiJnly 5, 1916. SeriaINc. 107,558.

able others skilled in the art to which it ape.

pertains to make and use the same.

My invention has for its object to provide an improved body bolster for railway cars; and to such ends, generally stated, the 1nvention consists of the construction and combination of parts hereinafter described and defined in the claims.

More particularly, the invention relates to cast body bolsters and has for its object to provide, first, a more rigid and secure connection between the bolster and the car s lls; second, a bolster of standard construction, which, by substitution of interchangeable center bearing shims, may be adapted for proper cooperation with car trucks havmg bolsters of different designs; and third, to provide an improved arrangement of side bearings incorporated within and carried by the body bolster.

In the accompanying drawings wh ch illustrate the invention, like characters 1ndicate like parts throughout the several views.

Referring to the drawings:

Figure 1 is a view showing the improved body bolster in elevation and showing the underframe structure of a car body 1n transverse vertical section;

Fig. 2 is a bottom plan view of the improved body bolster removed from the car body;

Fig. 3 is a section on the line 3 8 of Fig. 2, showing the bolster turned upside down;

Fig. 4: is a section on the line of Fig. 2 showing the bolster turned upside down; and

Figs. 5, 6, 7 and 8 are detail views in elevation showing interchangeable so-called center bearing shims.

The numerals 9, 10 and 11 indicate, respectively, the side sills, the center $1118 and the cross sills of the car body. The bolster is indicated, as an entirety, by the numeral 12, and, as shown, it is a cast steel structure trussed by iiitegrally cast flanges; lAtits ends, this bolster is forkedpr form'ed with diverging arms 13, which, .at their ends have thaflanged angular headsl t that,.fit,.,

thelowerportions of the; side sill 9and are, v

bolted, or-Qtherwiserigidly secured thereto,

By thus spreading thearms l B, the bolster is anchored to the side sills atipoill sreSpaced apart very considerable distances longitudinally of the car,iandthereby;theabolster"is qsecured ito the ear in a'manner adapted to better resist bumping and draft strains which are, of course, in a directiontransversely of the bolster and longitudinally of the car and produce a torque in the body bolster, the tendency of which is to tear the same loose from the side sills. Obviously, the farther the arms 13 are spread longitudinally of the car, the greater is the leverage with which the bolster is anchored to the car body against separation under the strains just noted.

Here it will be noted that'the upper central portion of the bolster is level, or in the horizontal plane at horizontal surfaces of the angular heads 14, so that the center sills,

as well as the side sills, bear their weight.

upon the bolster.

At the central portion of its'lower surface, the bolster is formed with an annular pocket 15, and a king bolt passage 16.

In the application of this bolster to trucks of diiferenttype, the center bearing on the truck bolster will, in different instances, have different form, and will bear various different vertical relations to the. side bearings. To adapt this bolster for such diflerent applications, it is only necessary to provide the proper form of so-called center bearing shim, the upper portion of which is designed to fit within the pocket 15 thereof. Forexample, in Figs. 5 and 6, is shown two center bearing shims, both having fiat lower surfaces and varying, the one from the other, only in vertical thickness. Fig. 4 shows the shim 17 illustrated in Fig. 5, applied to the bolster. In Fig. 6, the shim is indicated by the numeral 18. In Fig. 7, the shim is indicated by the numeral 19 and in Fig. 8 the shim is indicated by the numeral 20. The shim 19 has a convex lower surface, while i the shim 20 has, at its lower portion, a pro- The side bearings are formed by providing the bolster 10 on its undersurfaoe, close to the point where it is forked, with transversely extended roller seating pockets 22 in which work side bearing rollers 23. These side bearing rollers have projecting shafts or trunnions 24, the ends of which work in retaining grooves 25 formed in the side walls of the pockets 22. At one extremity, the retaining grooves 25 have entrance channels through which the trunnions may be inserted into the said grooves when the rollers are moved to one extremity of the cooperating pockets 22. Normally, however, the rollers are interlocked to the bolster by stop blocks 26 having nutequipped stems 27 by means of which they are detaohably held to the bolster, as best shown in Fig. 3.

What I claim is: p

1. The combination with a car bolster having transverse roller seats, of side bearing rollers mounted in said seats forrotary and traveling movements.

2. A car body bolster provided on its under side outward of its center with transverse roller receiving pockets, and rollers in said pockets mounted to rotate and travel therein.

3. A car body bolster provided with side bearing rollers arranged to rotate and travel therein transversely thereof.

In testimony whereof I aflix my signature in presence of two witnesses.

GEORGE H. GILMAN.

Witnesses:

M. A. SMITH, F. D. MERCHANT.

6091:: of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, I). 0. 

